Este trabalho tem o objetivo de apresentar a revisão do clássico procedimento geodésico, adotado pela DSG - Diretoria do Serviço Geográfico do Exército, para o cálculo do transporte de coordenadas geográficas-geodésicas dos vértices da rede fundamental implantados no Brasil entre 1940 e 1970, antes do surgimento das técnicas de posicionamento. Neste trabalho, uma aplicação prática do método foi desenvolvida, empregando-o na solução de um problema específico da projeção cartográfica UTM, que é o transporte de coordenadas na passagem do limite entre fusos. Para isto foi escolhida uma área localizada na divisa entre os municípios de São Carlos e Ibaté no Estado de São Paulo, atravessada pelo meridiano de 48º, limite entre os fusos 22 e 23 desta projeção. Na área implantou-se duas bases geodésicas determinadas através de técnicas de observação do Sistema de Posicionamento Global, sendo uma base posicionada no fuso 22 e outra no fuso 23. Inicialmente, entre estas bases, desenvolveu-se uma poligonal de adensamento constituída de 7 vértices, que teve seus lados e ângulos observados com estação total, possibilitando o cálculo de suas coordenadas geográficas-geodésicas pelo método clássico em pauta. Numa segunda etapa do trabalho, foram observados com receptores GPS de uma freqüência, os 8 vetores relativos aos lados da poligonal de adensamento, empregando o método diferencial estático. Cada um dos 7 vértices da poligonal teve suas coordenadas geográficas-geodésicas determinadas por pós-processamento, permitindo a comparação entre os resultados obtidos nos dois procedimentos utilizados. Na etapa final, comparando-se os resultados obtidos pelos dois diferentes métodos, pode-se verificar que apesar da técnica em desuso empregada pelo método clássico, ela conduziu os cálculos com o rigor e aproximação adequados, produzindo coordenadas de valores significativamente próximos aos valores determinados pela mais avançada tecnologia empregada nos dias atuais que é a tecnologia GPS. / The main objective of this job, is a review about the classic mathematical proceedings applied to the polygonals which cross the fuses limits of the Universal Traverse of Mercator projection. In this cases, the poligonal begin to be measured in a baseline located in a private fuse and finishs in a different baseline located in the next fuse, where the coordinates are refered to a different origin. In this conditions, the rules of UTM projection defines a range of 30 minutes over the fuse limit, where the coordinates can be calculated either in the first or int the second fuse. However, there are specials situations where the polygonals has a baseline for ending so far over this 30 minutes range. In this cases, the mathematical proceeding is to calculate the transportation of geodetic-coordinates in the ellipsoid obtaining the latitude \'fi\' and the longitude \'lâmbda\' for all points in the polygonal and after, making the transformation, observing in which fuse each point is positioned, to get the UTM planned coordinates. The Global Positioning System will be used in this job to do the control over the classic measurements and over the classic calculated coordinates, offering conditions to the comparison between them.

Este trabalho tem o objetivo de apresentar a revisão do clássico procedimento geodésico, adotado pela DSG - Diretoria do Serviço Geográfico do Exército, para o cálculo do transporte de coordenadas geográficas-geodésicas dos vértices da rede fundamental implantados no Brasil entre 1940 e 1970, antes do surgimento das técnicas de posicionamento. Neste trabalho, uma aplicação prática do método foi desenvolvida, empregando-o na solução de um problema específico da projeção cartográfica UTM, que é o transporte de coordenadas na passagem do limite entre fusos. Para isto foi escolhida uma área localizada na divisa entre os municípios de São Carlos e Ibaté no Estado de São Paulo, atravessada pelo meridiano de 48º, limite entre os fusos 22 e 23 desta projeção. Na área implantou-se duas bases geodésicas determinadas através de técnicas de observação do Sistema de Posicionamento Global, sendo uma base posicionada no fuso 22 e outra no fuso 23. Inicialmente, entre estas bases, desenvolveu-se uma poligonal de adensamento constituída de 7 vértices, que teve seus lados e ângulos observados com estação total, possibilitando o cálculo de suas coordenadas geográficas-geodésicas pelo método clássico em pauta. Numa segunda etapa do trabalho, foram observados com receptores GPS de uma freqüência, os 8 vetores relativos aos lados da poligonal de adensamento, empregando o método diferencial estático. Cada um dos 7 vértices da poligonal teve suas coordenadas geográficas-geodésicas determinadas por pós-processamento, permitindo a comparação entre os resultados obtidos nos dois procedimentos utilizados. Na etapa final, comparando-se os resultados obtidos pelos dois diferentes métodos, pode-se verificar que apesar da técnica em desuso empregada pelo método clássico, ela conduziu os cálculos com o rigor e aproximação adequados, produzindo coordenadas de valores significativamente próximos aos valores determinados pela mais avançada tecnologia empregada nos dias atuais que é a tecnologia GPS. / The main objective of this job, is a review about the classic mathematical proceedings applied to the polygonals which cross the fuses limits of the Universal Traverse of Mercator projection. In this cases, the poligonal begin to be measured in a baseline located in a private fuse and finishs in a different baseline located in the next fuse, where the coordinates are refered to a different origin. In this conditions, the rules of UTM projection defines a range of 30 minutes over the fuse limit, where the coordinates can be calculated either in the first or int the second fuse. However, there are specials situations where the polygonals has a baseline for ending so far over this 30 minutes range. In this cases, the mathematical proceeding is to calculate the transportation of geodetic-coordinates in the ellipsoid obtaining the latitude \'fi\' and the longitude \'lâmbda\' for all points in the polygonal and after, making the transformation, observing in which fuse each point is positioned, to get the UTM planned coordinates. The Global Positioning System will be used in this job to do the control over the classic measurements and over the classic calculated coordinates, offering conditions to the comparison between them.

Det denna rapport kommer att avhandla är ett projekt genomfört hos Roxtec AB, syftet har i detta projekt varit att underlätta hanteringen av så kallade utm-adresser. Vi kommer att gå igenom problemställning, hur vi väljer att lösa samma problem. Senare kommer vi att behandla hur vi löste de här problemen, huvudsyftet har varit att skapa ett enkelt verktyg för att generera nyss nämnda adresser. Lite extrafunktioner runt de här funktionerna kommer att avhandlas såsom sparning av historik, inlogg och så vidare. Projektet kom att innehålla många rader kod, de här kommer inte rapporten att avhandla i detalj, förutom vissa mer betydelsefulla delar av projektet. I de mer betydelsefulla avsnittet går vi igenom dess funktion samt med illustrationer försöker vi förklara dess syfte på ett enkelt sätt. Hur väl vi lyckats att lösa de uppställda problemen vi ställs inför går vi igenom och diskuterar även de här till sist. Projektet kommer att skapas i .NET och i lämplig programvara för att utföra och lösa senare uppställd problematik.

Im Rahmen einer Diplomarbeit wurden 2015 die untertägigen Polygonzugnetze der Gruben Unterbreizbach/Merkers der K+S KALI GmbH im Lagebezug ETRS89/UTM neu orientiert und Ergebnisse verschiedener Messepochen ausgeglichen. Für die Schaffung eines weiteren Anschlusspunktes erfolgten zur Koordinatenübertragung im Schacht Merkers 2 eine mechanische Schachtlotung und eine Steilschachtmessung nach dem Verfahren von Mecke/Ackermann aus dem Jahr 2002. Die Methoden werden gegenübergestellt und die erreichten Genauigkeiten diskutiert. / Within the framework of a diploma thesis the underground mining coordinate system of Unterbreizbach/Merkers K+S KALI GmbH became reorientated in the reference system ETRS89/UTM with an adjustment of results from different ages of measurement. For the development of a further termination point a mechanical shaft plumbing and a steep shaft measurement according to Mecke/Ackermann from 2002 took place. The methods will be compared followed by a discussion of the reached accuracies.

Im Rahmen einer Diplomarbeit wurden 2015 die untertägigen Polygonzugnetze der Gruben Unterbreizbach/Merkers der K+S KALI GmbH im Lagebezug ETRS89/UTM neu orientiert und Ergebnisse verschiedener Messepochen ausgeglichen. Für die Schaffung eines weiteren Anschlusspunktes erfolgten zur Koordinatenübertragung im Schacht Merkers 2 eine mechanische Schachtlotung und eine Steilschachtmessung nach dem Verfahren von Mecke/Ackermann aus dem Jahr 2002. Die Methoden werden gegenübergestellt und die erreichten Genauigkeiten diskutiert. / Within the framework of a diploma thesis the underground mining coordinate system of Unterbreizbach/Merkers K+S KALI GmbH became reorientated in the reference system ETRS89/UTM with an adjustment of results from different ages of measurement. For the development of a further termination point a mechanical shaft plumbing and a steep shaft measurement according to Mecke/Ackermann from 2002 took place. The methods will be compared followed by a discussion of the reached accuracies.

The purpose of this thesis is implementing World Geodetic System (WGS) for Naval Surface Tactical Maneuvering Simulation System (NSTMSS), a High Level Architecture (HLA) based naval simulation, and also implementing body coordinate system for the ships of NSTMSS and its combination with WGS so that NSTMSS can be more accurate, and new ship dynamics models can be integrated to the NSTMSS environment more easily. To improve the coordinate system of NSTMSS these methods were used / World Geodetic System - 1984 (WGS 84) was chosen as the reference system of new coordinate system of NSTMSS and coordinates were transformed to Universal Transverse Mercator (UTM) Coordinate System. Also, the terrains which NSTMSS uses created in OpenFlight (FLT) format with UTM map projection method. In addition to this, Ship Body Coordinate System was implemented as a Cartesian coordinate system. This thesis has achieved improved coordinate systems for the NSTMSS environment to increase the realism of the simulation.

Detta arbete utforskade olika designförslag för utvecklandet av ett drönarflygledningssystem för drönarflygledning i städer med hjälp av ämnesområdena informationsvisualisering, semiotik, och sonifiering. Arbetet skedde iterativt i sprintar och i varje sprint konceptskissades och byggdes prototyper som sedan användartestade de designförslag som hade tagits fram under sprintarna och kunde vägleda designarbetet. De lärdomar som arbetet gav visade att det är viktigt att drönarflygledningssystemet (UTM systemet) använder sig av flera olika informationsvisualiserings- och teckenrepresentationer som stödjer och kompletterar varandra. Kombinationen av olika representationer underlättar för drönarflygledaren att skapa sig en förståelse över drönartrafiksituationen i luftrummet och därigenom skapar bättre kontrollmöjligheter. Sonifieringens ljudikoner bör bestå av simpla men innehållsrika ljudsignaturer som tillåts att kombineras i ett dynamiskt ljudlandskap men inte upplevs irriterande. I och med att utvecklingen av UTM system är i ett tidigt utvecklingsstadium bör de designförslag som presenteras i arbetet ses som inspirations- och diskussionsunderlag och inte som färdiga designlösningar för utvecklingen av ett UTM system. Då utformningen av UTM systemet beror på vilka arbetsuppgifter och vilket ansvar drönarflygledare i framtiden kommer att ha, vilket det fortfarande råder osäkerhet om.

Bakgrund: Utmattningssyndrom innebär att en individ får olika kroppsliga och psykiska besvär till följd av en långvarig stress. Kroppen börjar då efter en tid att stänga av och personen i fråga har då svårt att klara av sin vardag. Vägen tillbaka från sjukdomen är lång. I bakgrunden beskrivs vad som händer i kroppen, riskfaktorer för att drabbas samt fakta kring copingstrategier. Syfte: Syftet var att beskriva copingstrategier som kananvändas, för att effektivisera patientens vägtillbaka från ett utmattningssyndrom. Metod:Kvalitativ litteraturstudie med deduktiv ansats som baseras på fem självbiografier som har analyserats med Lundman och Hällgren-Granheims (2012. s. 194) manifesta innehållsanalys. Resultat: I resultatet framkom fyra olika kategorier vilka var: Undvikande-problemfokuserad-känslofokuserad samt långsiktig coping. Undervarje underkategori framgick olika copingstrategieri form av fysisk aktivitet, avslappning, medicinering, sjukskrivning, med mera. Dessa kunde underlätta vägen tillbaka från utmattningssyndrom. Slutsats: Utmattningssyndrom är en sjukdom som kräver lång rehabilitering och mycket vila. Med hjälp av olika strategier kan vägen tillbaka effektiviseras. Viktigt att tänka på att alla strategier är individuella.

<div>The National Aeronautics and Space Administration (NASA) has a vision for Advanced Air Mobility (AAM) based on safely introducing aviation services to missions that were previously not served or under-served. Many potential AAM missions lie in metropolitan areas that are beset by various types of uncertainty and potential constraints. Radio interference from other electronic devices can render unreliable communication between flying vehicles to ground operators. Buildings have irregular surfaces that degrade GPS localization performance. Skyscrapers can induce spontaneous turbulence that degrades vehicles' navigational accuracy. However, the potential market demands for aerial passenger-carrying and package delivery services have attracted investments. For example, Google WingX, Amazon Prime Air, and Joby Aviation are well-known companies developing AAM systems and services. If the market visions are realized, how will safety be assessed and maintained with high-density AAM operations?</div><div><br></div><div>While there are multiple technology candidates for realizing high-density AAM operations in urban environments, the means to accomplish the requisite first step of assessing the airspace safety of an integrated AAM eco-system from the candidate technologies is crucial but as yet unclear. This dissertation proposes an entropy-based framework for assessing the airspace safety level for low-altitude airspace in an AAM setting. The framework includes a conceptual model for depicting the information flows between air vehicles and an air traffic authority (ATA) and the use of a probability distribution to represent the traffic state. Subsequently, the framework embeds three airspace-level metrics for assessing airspace safety and uncertainty levels. The traffic safety severity metric quantifies the traffic safety level. The traffic entropy quantifies the uncertainty level of the traffic state distribution. Finally, the temperature is the ratio of the traffic safety severity to the traffic entropy. The temperature is similar to the traffic safety severity but gives a higher weight to the instance with a safe traffic state. </div><div><br></div><div>Simulation studies show that the combined use of the three metrics can evaluate relative airspace safety levels even if the unsafe conditions do not occur. The use cases include using the metrics for real-time airspace safety level monitoring and comparing the design of airspace systems and operational strategies. Additionally, this study demonstrates using a heat map to visualize vehicle-level metrics and assess designs of UAM airspace structures. The contribution of this study includes two parts. First, the temperature metric can heuristically assess a probability function. Based on the definition of the cost function, the temperature metric gives a higher weighting to the instance of the probability function with a lower cost value. This study constructs several triggers for predicting if a near-miss event would happen in the airspace. The temperature-based trigger has a better prediction accuracy than the cost-function-based trigger. Secondly, the temperature can visualize the safety level of an airspace structure with the considerations of the environmental and vehicle state measurement uncertainty. The locations with high-temperature values indicate that the regions are more likely to have endangered vehicles. Although this framework does not provide any means of resolving the unsafe conditions, it can be powerful in the comparison of different airspace design concepts and identify the weaknesses of either airspace design or operational strategies. </div>

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